Diesel locomotive



May 21.1929. J. GEIGER 1.714.219

DIESEL LOGOIIOTIVE ii1od 1m. 24. 1927 Patented May 21, 1929.

UNITED STATES PATENT OFFICE.

JOSEF GEIGER, OF AUGSBURG, GERMANY, ASSIGNOR 'IO MASOHINENFAIBBIK AUGS- BURG-NUERNBERG, AKTIENGESELLSCHAFT, OF AUGSBURG, GERMANY, A COB- IPORATION OF GERMANY.

DIESEL LOCOMOTIVE.

Application filed Dec ember 24, 1927, Serial N0. 242,494, and in Germany J'anuary 3, 1927.

This invention relat-os to Diesel-locomotives and more particularly to the type of Diesel-locomotives comprising a Diesel-motor, a, compressor driven thereby und a pressure-air conduit supplying pressure-air from sa.id compressor to the workingcylinders of the locomotive. In locomotives of this type it is desirable, in order to increase the elficienoy of the pressure-air transmission plant to pre-heat the pressure-air before entering the locomotive cylinders by means of a speoial heating device.

More particularly, this invention consists in a novel arrangement of sa'id heating device. According to this inverition the beating device ismounted on the rear side of the Diesel-motor so as to extend in longitudinal direction of the locomotive. By so arranging the heating-device, the valve-gear, the fuel-pumps and the further ap'pliances which are provided on the othenside o1 front of the Diesel-motor will be easily accessible to the attendant. This is of great importance, especially on account of the faot that the heating device, even in case of greatest possible insulation, will always have a temperature of from 160170 C. at its surface. This high temperature of the heating device is a great inoonvenience for the attendant and a cohstant source of danger in oase of coming accidentally in contact with the heating de- V1ce.

The accompanying drawing shows an ex an1ple of a Diesel-locomotive of the abovem'entioned type comprising the novel arrangement of the heating device according to this invention, Fig. 1 being a longitudinal view and Fig. 2 a front view of a Diesel-locomotive const ructed a.ccording to this in-. vention.

Referring now more parti?zularly to the drawing, a represents a Diesel-motor, b a compressor driven by said motor, said compressor supplying the pressure-air generated therein through the heating device 0 to the conduit d and from here to the cylinders e of the looomotive. Haut ig applied to the heater by means of oxhziust gases of the Diesel motor which traverse the length of the heater 0 within the pipe f. The hot exhaust gases. from the motor are collected by the manifold 01 pipe f which enters the heater at g and deaves the heater at h to exhaust to atmossphere. The pressure air also traverses the length of the heater 0 und passes around the pipe f thus bocoming heated through coutact with it. Preferably, as shown by the arrows, the air travels opposite to the direction of flow of the exhaust gases through the passages. As above indicated, according to this invention, the heating device for the pressure-air is mounted on the rear of the Diesel-motor in longitudinal direction of the latter and of the locomotive as a Whole. By so arranging the heating device the entire space extending in longitudinal direction of the locomotive in front of the Diesel-motor will be available for purposes of attendance at the same time providing free access to the valve-gear, the fuel-pumps and other appliances of the Diesel-motor. In addition to this, the heating device may be constructed in a. more compact form, this resulting in the aditional advantage of further reducin the heat lossesin the heating devico Th1s reduction of thoheat losses is due to the fact that some greater part of the surface of the heating device is po'sitioned in close proximity t'o the cylinders of the Diesel-motor, which on account of the necessitj of using hot cooling water are always in hot condition, thus reducing the heat losses arising in the directi0n towards the cylinders of the Dieselmotor.

A further advantage of the constructioi1 according to this invention consists therein, that the pressure-air and exhaust pipes leadin% to the heating device will be considorably re uced in length, this' doing awa with a further source of heat losses. In a dition 110 this, there Will be a considerable savingg; due to reduction of the weight of the severa] parts and the smaller space required by the samg. On the one hand, therefore, the efli cincy of the heating device and also the eilicienoy of the pressureair transmission plant Will be essentially increased, und on the other band the quantity of heat which passes into the attendants space will be reduced, thereby rendering conditions moreagreeable for the attendant.

I claim:

1'. In a Diesel-locomotive, the combinatior'm of a Diesel-motor, a compressor drien thereby, working cylinders for said locomotive, a supply conduit for supplyin pressure-air from said compr.essor to sai cylind'ers, a heating device for pre-heating said supply .conduit,said heating device beirig mounted 'as described and for the purposes sei: forth.

2. In a Diesel-locomotive, the combination of a Diesel-motor mounted centrally to said locomotive in longitudinal direction thereof,

working cylinders for said locomotive, a compressor driven by said motor, a supply-conduit for supplying pressure-air from sa1d compressor to said cylinders, a heatin'g device for pre-heating said supply-condu1t, said heating device being mounted on said Dieselmotor on one side thereof a.nd in longitudinal direction of said locomotiveand an.attendants space on the other side of' said motr, said space extending in longitudinal direction of said motor und said locoinotive} substantially as described and for the purposes sei: forth. 1

In testimony whereof I have aflixedj my signature.

JOSEF GEIGER. 

